Aircraft rotor blade construction



Aug. 30, 1960 J. R, HUBER 2,950,756

AIRCRAFT RoToR BLADE CONSTRUCTION Filed sept. 2o, 1954 ATTRNEY nited States Patenti()fe AIRCRAFT RoToR BLADE CONSTRUCTION J ehn Richard Huber, Warrington, Pa., assigner to Eastern Rotorcraft Corporation, Doylestown, Pa., a corporation of Pennsylvania Filed Sept. 20, 1954, Ser. No. 457,028

8 Claims. (Cl. 170-1759) This invention relates to rotary wing aircraft and is particularly directed tov an improved rotor blade construction for use with aircraft rotors.

The blades of aircraft rotors must be constructed to fulll aconsideraole number of requirements in order to provide satisfactory structural strength and eliminate undesirable operational characteristics. Thus, to prevent might accentuate stresses which produce fatigue and might cause premature failure of the blade structure. A rotor blade is subject to unusually severe fatigue operating conditions because of its mode of operation. Centrifugal loads apply basic stresses on which are superimposed fluctuating bending stresses of varying degrees and frequencies due to the variation in air loads throughout each cycle of rotation. Additional fluctuating stresses are induced by natural bending frequencies in the relatively flexible structure of the blade, particularly in the direction transverse to the plane of rotation.

"One of the primary'objects of the invention is the provision for an improved blade construction in which the blade spar is made in two longitudinal sections which are joined close to the neutral axis of'transverse bending in the blade. This construction permits the forming of a torsionally stift nose section blade spar of generally flattened D shape in which all joints are kept away from the outside of the spar where maximum bending stresses occur.

A further object of the invention is the provision of a metal rotor blade spar construction in which the upper and lower sections can be drawn by an extrusion process which requires only a. relatively simple die and in which the quality of the extrusion may be accurately controlled 'to give reliable strength characteristics. In drawing extrusions in which closed cavities are included, the drawing dies are not only extremely expensive but great dificulty is experienced in holding the accuracy of the contour and wall thicknesses. A further diiculty is eX- perienced in maintaining even iiow characteristics through the die so that quality and consequent strength of the resulting product is not uniform. As a result the guaranteed physical values of a closed section extrusion are appreciably reduced as compared to those of an open section extrusion. The use of an open section permits the added safety because complete inspection of the inner surfaces of the blade spar before assembly may be made thereby avoiding the possibility of undetected imperfections which might cause increased Ylocal stresses and detrimental fatigue conditions during operation.

A further specic object of the invention is the conprovided to maintain directional control.

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struction of a blade in which the spar is symmetrical about the chordline so that the complete spar may be fabricated from identical upper and lower parts or sections thus requiring only a single extrusion die for the manufacture of the spar parts. This object involves the use of a lsymmetrical section airfoil or one inwhich at least the nose portion in the region of the spar is symmetrical.

In order to assemble the parts of the metal blade to avoid serious problems from fatigue stresses, it is essential that the parts be designed for assembly without having rivet holes, spot welds, or the like at the points involving maximum bending stresses, that is, at the upper and lower surfaces of the blades. In order to provide for assembly of the vspar of the present invention, the construction involves a shape whichproduces increased area at the joining `surfaces thereby permitting the' use of a metal adhesive to produce an adequate assembly process. Applicants construction further contemplates a shape which allows the use of rivets, or the like,to be used close to the neutral axis without providing discontinuity in the maximum stress surfaces at the outer portion of the blade..

In order to assure that the finished rotor blade has its center of gravity at the proper chordwisc location soV that it coincidesapproximately with the center of pressure location for the airfoil, additional Weight in the form of ballast is usually necessary' along the leading edge portion of the blade. It is an object of the present invention to provide a nose shape for the spar section which is increased in thickness to give not only added surface area for the assembly process but also additional local weight so that a minimum amount of ballast is needed. The nose shape is further formed during the extrusion process to accommodate ballast material in the form of'a cylindrical rod.

A still further object of the invention is the provision of a terminal connecting iitting which permits the transfer of most of the load from the blade to the tting through the medium of adhesives, thereby avoiding detrimental discontinuities which might induce fatigue stress concentrations. The fitting further is constructed so that where fastening holes are used they are located at a position where a minimum of detrimental effect is involved.

How the foregoing and other advantages of this invention are obtained will be clear from the following description of the drawings in which- Figure 1 is a side elevational View of an aircraft incorporating rotor blades to which the present invention may be applied.

Figure 2 is a plan view to an enlarged scale of a rotor blade incorporating the construction of the present invention.

Figure 3 is a sectional view taken through the blade in the direction of arrows 3 3, Figure 2 to a larger scale. A Figure 4 is a longitudinal sectional View through the fitting connection taken in the direction of arrows 4-4, Figure 2.

Figure 5 is a sectional view through the fitting taken in the'direction of arroWsS-S, Figure 2.

`Figure 6 is a sectional view somewhat similar to Figure 3 taken through a blade having a unsymmetrical airfoil section.

The helicopter shown in Figure 1 is of the single rotor type having a fuselage 10v and a m-ain rotor 11. At the rear end of the fuselage 19 a small rotor 12 is The main rotor 11 is mounted over the cabin of the fuselage 10 by a pylori structure 13. Rotor 11 incorporates a hub unit 14 to which the rotor blades 15 are attached. BladesylS .are usually connected to the hub for movement with respect thereto either in the flapping or drag Patented Aug. 3o, 1960' r Y 2,950,766 Y M Y 'f sense or'both depending upon the rotor system being through suitable connecting parts.

used. In order to provide for control of the helicopter a pitch change mounting is generally incorporated at the root of'each blade to provide the required -blade lcontrolV movements.

IiiFigure'Z is shown one of the r 1 t0rV blades 15 to an enlarged scale. At the inboard end of theblade 15 there is attached a fitting 16 whichis'used'to transmit Vrearwardly to the trailing edge 20 thus forming the airfoil Vsection of the blade. Light ribs 21 extend from the rear of the spar unit 18 to the trailing edge and serve to support the skin 19 and maintain proper airfoil shape under operational air pressures.

From Figure 3 the details off construction and assem-V `bly of the spar unit 18- willV be clear. -The airfoil sec# tionY illustratedrin Figures 3 and 5 is the symmetrical type in which the shape is the same above 4and below Vthe chord line 22. The chord line 22 thusbecomes the Vneutral:bending axis of the blade section.vr Spar unit V18V is'made from an Upper section 23l and a lower `section 23a. These two Vsections are YYexactly Vthe same cross sectional shape and thus spar'V parts 23 and 23a can be made from the same extrusion die. Each sectionl 23 and 23a lhas an external shape along the upper and lower surface which conforms closely to the nose'shape be more clearly seen from Figures larly in the outer one-third of the blade "where the aerodynamic and centrifugal forces are greatest. In order to locate the center of gravity of the complete blade on this lineV 29,*it is Vnecessary that the blade structure aft of the spar should Vbe kept as low in weight as possible. This, however, is usually insu'icient to produce the proper balance so thatV it is necessary to increase the weight of the blade structure in the nose region to producefthe proper relationship.V Thus thickening of the spar at V27, in addition to'providing the increased area for the bonded connection, also serves to give added weight in the regionwhere this'is desired for proper ballast purposes. 11n addition, a speciall shape is given to the nose portion formed by Vspar sections 23Yand 23a by incorporating a generally circular shaped cavity 30. This serves to support `a'ballast rod 31 in position when the two spar sections are mounted in assembled relation. Rod 31 is in the most forward region of the blade Vand is thus Vmosty effective las' a Vbalancing medium. yAt

the rear Yend of'each sparVV section 23 and 23a a rearward wall projection 32'extends la short distance aft of Vthe vertical wall 25l inforder to giveV added'strength to the spar -assembly and yalso to provide additional support to skin 19 for maintaining an accurate external con- Y tour 'for the airfoilt After completion of the spar unit-18 the skin.19 is applied using metal adhesive `to connect it to the outer Vsurfaces/of the spar. With the ribs 21 set in position,

the skin is fastened thereto by means of the adhesive andnally the upper and lower. skin surfacesl are ce- Y mented together along Vthe trailing edge to complete the ofthe airfoil section being used, so that when skin 19 is :applied to the outside ofspar'unit 18 the trueair- Y Y foil section isV produced. The outer wall 24 of spar tion, it isydesirable to have a relatively largerarea of contact. Forthis reason, rear wall 25 of each spar sec- Vtion 23, 23a is provided with a flange126 extending rearwardly adjacent the chord lline 22. k"l'flienose portion of spar parts 23 andv23ais thickened Vappreciably` as indicated at 27 and Ythus also produces a large area ofY contactat the joint between the upper and lower spar sections 23 and 23a. If desired, occasional rivets28 may be inserted at intervals toV hold iiangesV 26 gin properV relativeposition and prevent the` start of an adhesive separation under fatigue operating conditions.V Metal adhesives of theV kind currently in usephave excellent Y Y lshear strength but are not recommendedvrfor the transmission of tensile loads across the bond. It is, there.- fore, desirable to protect thermainV structural adhesive loads whichV might tend to start -a Vpeeling action 'at the adhesive joint. The rivetedrcenter flange construction adequately protects against such progressive failure `mein-ber 23 is made sufficiently thick to, give the desired structure.Y This assemblyoperation, as lwell Vas the spar assembly is preferably h andledin a suitable fixture to provide for accuracy. If desired, the trailing edge may be reinforced by small rivets 20a.to,preventY the start of a separating action in the adhesive between the upper andV lower skin. It'willY be notedv that theY nose of skin 19 has a leading edge radius which tits accurately around ballast rod 31 yto form an assembly in which all parts aresupported in proper relative position.

Itis often Vdesirable to constru'ct Ya helicopter'rotor blade with a built-in twist to Vgive decreased Ypitch at the outboard portion of the' blade. With the two piece spar constructionrshown this twist may beV builtinto the spar 'by assembling the YupperandV lower spar sections in a Y in `a torsional sense, they are easily twisted without exceveding the elastic limit of the material orinducing any appreciable stresses. Once the spar sections are fastened together in this twistedposition'theyform a closed section whichv is torsionalrly rigid and incorporates the desired built-in twist. This twistisillustrated by the dotted Figure 6 illustrates a blade section inwhich the air- Y foil used is of unsymmetrical section, the upper section joints against incidental tensile forces andV vibrational of the spar'brondY without introducing any detrimental 'Y stress concentrationv points in the structure.V Y

The aerodynamic center of pressureof the airfoil shown lies at approximately the 25% chord as indicated Vappreciable distance forward of the rear wall `25.

;trifugal and lift forces that the center of gravity of the Y blade structure alsoV should lie lat the 25% point particuof the `airfoil having greater relative curvaturethan the Vlower'section.- Thus the chord line 22a lies'nearervthe bottom surface than the top surface. l To form the spar with Vupper and' lower portions in this unsymmetrical section, itis necessaryto use two extrusion dies, one

lies above the chord line 22a and is approximately at the neutral axis of bending in the direction transverse to the chord of the blade.

The detail construction of root end fitting 16 and its attachment to blade 15 are shown in Figures 4 and 5. Shaped to lit the curvature at the forward portion of the blade at the inner end are upper and lower reinforcing metal sheets 36. Reinforcement sheets 36 are shaped to extend beyond the edges of the tting 16 and are fastened to the blade surface by metal adhesive. Fitting 16 is shaped with upper and lower attachment plates 37 which extend from the shank of fitting 16 to cover a considerable area at the inboard end of the blade, the area being slightly less than reinforcement sheet 36. As will be seen in Figure the inner surfaces of plates 37 are curved to fit the curvature of reinforcing sheet 36. The external surfaces of tting plates 37 are machilled to a convenient shape preferably with at surfaces to facilitate manufacture. Plates 37 of the terminal fitting 16 are also fastened in place by means of metal adhesive. At the inboard end of the blade, the tting is provided with additional fastening means in the form of bolts which pass through the attachment plates 37, reinforcement sheets 36, blade skin 19 and blade spar 18. It will be noted in Figure 5 that bolts 38 are located to pass through the spar close to the thickened nose section 27 and close to the rear wall 25 of the spar. With this construction the tensile lforces holding bolts 38 in position are carried directly in the front and rear walls of the spar and thus do not tend to distort the upper and lower spar surfaces. This location of the boits 38 eliminates the need for inserting a ller block in the spar in the region of the bolts.

Actually the area of fitting plates 37 outboard of the bolts 38 is sufficiently great to transfer all of the blade loads to the fitting through the medium of the adhesive bond. The reinforcing sheet 36 assists in the transfer of the loads from the blade proper to the fitting plates 37 and serves to reduce concentration of stress which might develop a local fatigue condition. The bolts 38 give protection in the event of fatigue failure in the metal adhesive between the blade and fitting plates 37.

The tip end and root end of the blade are closed by suitably shaped members 39 and 39a which may be made from light weight material such as plastic or magnesium. Preferably these closure members are cast and held in position by metal adhesive. Members 39 and 39a will be exactly the same in the case of a blade with symmetrical airfoil section. For an unsymmetrical section right and left hand members are used.

The preferred material of the spar u nit is high strength aluminum alloy but may also be other metal capable of being extruded or shaped to provide the features described above.

From the foregoing it will be clear that I have provided an improved rotor blade construction in which the fabrication and assembly are greatly simplified with consequent reduction in cost and which at the same Itime incorporates structural and dynamic characteristics which are ordinarily obtained only by more complex constructions. With the two piece spar construction an open-type extrusion die is satisfactory and the cost of this die can be kept very low because of its relatively simple shape. The open shape of the spar sections also permits more thorough inspection and allows fabrication of a spar with built-in twist by improved methods which do not involve severe distortion of parts. The particular shape of the spar sections allows assembly by the use of adhesives and provides for the application of nose ballast in an improved fashion. This construction provides for riveting of the rear end of the spar yassembly in a location which avoids stress concentrations. The spar shape further provides for accurate airfoil shape by giving adequate support to the skin over a large percentage I of theV chord of `the blade.

The improved terminal fitting provides fordirect and ecient transfer of the loads from the blade to the hub by means of a structure which is easily assembled.

I claim:

A1. An aircraft rotor blade of airfoil cross section having .a spar member with a cross section of generally flattened D-shape, said spar being constructed of upper yand lower sections with a joining surface at the median portion of the :blade airfoil section, the nose wall of said spar having a Ithickened section and the vertical wall of the D-shape having rearwardly projecting flanges at the :upper and lower surfaces of the spar as well as at the central part of the spar to form .the rear portion of the joining surface.

2. Anaircraft rotor blade having a spar member of attened D-shape cross section, said spar member having a cu-rved nose portion and a vertical wall, said spar member being formed of two longitudinal sections joined along a generally horizontal plane lying close to the neutral bending axis of the spar, said curved nose portion having `a thickened nose wall and said vertical wall of the spar member having a -ange adjacent said horizontal plane in both the upper and lower sections said thickened nose walls and said anges thereby providing a large area cementing surface between the two spar sections. j

3. A construction according to claim 2 in which the nose portion of both the'upper and lower spar sectionsincorporates a longitudinal groove at the leading edge to form a cylindrical channel for the support of a ballast rod.

4. A construction according .to claim 2^in which the spar assembly supports a thin metal skin wrapped around the nose and upper and lower sides, :the skin extending rearwardly to the trailing edge to form the complete airfoil contour of the blade.

5. A construction according lto claim 2 in which the nose portion of the spar incorporates a circular ballast rod supported along the leading edge, a thin metal skin formed with a leading edge curvature to t the radius of said rod, said skin extending over the upper and lower surfaces of the spar and back to .the Itrailing edge of the blade airfoil.

6. An .aircraft rot-or blade having a spar member of tiattened D-shape, said spar being formed of Van upper section and a lower section joined together at a generally horizontal plane located close to the neutral axis of transverse bending, said spar having -a thickened nose section and a rearward vertical wall, flanges projecting rearwardly from the vertical wall at the upper and lower surfaces of the blade, a .thin skin extending around the nose and upper and lower surfaces of lthe spar to form the external contour of the blade airfoil section, a terminal fitting for the blade having upper and lower members formed to tit the exterior forward portion of the airfoil, fastening elements connecting said fitting and said spar, said elements extending through holes lying closely adjacent said thickened nose section and said rearward vertical spar wall.

7. An aircraft rotor blade of airfoil cross section having a lcenter of pressure at approximately 25% of the chord, a spar member, said spar member having upper and lower sections engaging along a lgenerally horizontal plane, :each of said sections having a nose portion, an airfoil contour portion extending rearwardly from said nose portion and a rear wall portion, a ang'e structure extending rearwardly both at the contour portion of said spar section and -at the center part of said section adjacent the horizontal plane, Ithe nose portion having an integral wall at least twice as .thick as the rearwardly extending portion, said flange structure having a dimension in .the chordwise direction of -the blade 4at least several times as great as the thickness of the rear wall portion, the surface of said flange and said nose portion withy its enter of pres'sxir'e .at approximately 25 perdent of its ohord a spar memberY located in thetforward Vpor-V tion of'said blade, said spar member beingoornposed of upper and-lower sections, each of said`sections being formed as an integral extrusion havingV a thickened noseV n portion, a walled ajrfoil 'contour portionVV extending' Yrearwardly from said nose portion and a rear Wall poration, said rear wallrportion having lattached thereto rearwardly extendingrflanges at the airfoil contour and at the mid section of the blade spar. Y

References CitedY in the file of this patentV t UNITED SamarasKV PATENTS Roberts Sept. 4, "71931 .Yong ApLS, 1952 Meyers --.g May 113, 1952 -Conwell June 10, 1952 Young Oct. 14,1952 EcheverriaY J-ly '17, 17956 FoRErGN rRATENTS j A 4' l i Great Britain ,AprQz', 1941 Great Britain July 4, 1949 France Mar. 12, 1952 

